Aircraft wing extension and nozzle system

ABSTRACT

A system and method to control flight of an aircraft. The aircraft having an engine with a rotatably nozzle assembly configured to create forward propulsion and yaw control of the aircraft. The engine exhaust passing through the nozzle is redirected with a valve disposed within the nozzle. Lift is created with a lift system carried by the wing of the aircraft. Additional lift is created during flight with a retractable wing extension disposed within the wing of the aircraft.

BACKGROUND

1. Field of the Present Description

The present application relates generally to an aircraft, and more particularly, to aircraft having a wing extension in combination with a directional nozzle system.

2. Description of Related Art

Conventional rotary aircrafts typically include a main rotor for providing vertical lift and horizontal flight. A torque is created as the main rotor rotates during flight, which is canceled with an anti-rotational device. A tail rotor is an effective means for canceling the torque created; however, the tail rotors fail to provide propulsive force to the rotary aircraft. Further, conventional rotary aircraft have a limited payload capacity due to relatively small, if any, wings for providing lift during flight.

Although the developments in helicopters systems and method have produced significant improvements, considerable shortcomings remain.

DESCRIPTION OF THE DRAWINGS

The novel features believed characteristic of the application are set forth in the appended claims. However, the invention itself, as well as a preferred mode of use, and further objectives and advantages thereof, will best be understood with reference to the following detailed description when read in conjunction with the accompanying drawings, wherein:

FIG. 1 is a perspective view of a rotorcraft having a propulsive anti-torque system according to the preferred embodiment of the present application;

FIG. 2 is a partial cut-away side view of the rotorcraft of FIG. 1;

FIG. 3 is a schematic view of a selected portion of the rotorcraft of FIG. 1;

FIG. 4 is a perspective view of the propulsive anti-torque system according the preferred embodiment of the present application;

FIG. 5 is a side view of the propulsive anti-torque system of FIG. 4;

FIG. 6 is a top view of the propulsive anti-torque system of FIG. 4;

FIG. 7 is an additional side view of the propulsive anti-torque system of FIG. 4;

FIG. 8 is a perspective view of a rotating sleeve valve assembly of the propulsive anti-torque system of FIG. 4;

FIG. 9 is cross-sectional view of the propulsive anti-torque system, taken along the section lines IX-IX shown in FIG. 6;

FIGS. 10A and 10B are top views of an aircraft utilizing the nozzle system and a retractable wing extension;

FIGS. 11A and 11B are top plan views of the aircraft of FIGS. 10A and 10B;

FIGS. 12A and 12B are top plan view of a portion of a wing of the aircraft of FIGS. 10A and 10B; and

FIG. 13 shows a cross sectional view of the bearing system 1021 taken from FIG. 12B at XIII-XIII.

While the system of the present application is susceptible to various modifications and alternative forms, specific embodiments thereof have been shown by way of example in the drawings and are herein described in detail. It should be understood, however, that the description herein of specific embodiments is not intended to limit the invention to the particular embodiment disclosed, but on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the process of the present application as defined by the appended claims.

DETAILED DESCRIPTION

Illustrative embodiments of the system of the present application are described below. In the interest of clarity, not all features of an actual implementation are described in this specification. It will of course be appreciated that in the development of any such actual embodiment, numerous implementation-specific decisions must be made to achieve the developer's specific goals, such as compliance with system-related and business-related constraints, which will vary from one implementation to another. Moreover, it will be appreciated that such a development effort might be complex and time-consuming but would nevertheless be a routine undertaking for those of ordinary skill in the art having the benefit of this disclosure.

In the specification, reference may be made to the spatial relationships between various components and to the spatial orientation of various aspects of components as the devices are depicted in the attached drawings. However, as will be recognized by those skilled in the art after a complete reading of the present application, the devices, members, apparatuses, etc. described herein may be positioned in any desired orientation. Thus, the use of terms such as “above,” “below,” “upper,” “lower,” or other like terms to describe a spatial relationship between various components or to describe the spatial orientation of aspects of such components should be understood to describe a relative relationship between the components or a spatial orientation of aspects of such components, respectively, as the device described herein may be oriented in any desired direction.

The propulsive anti-torque system of present application is configured to operate in an aircraft. In one embodiment, the aircraft has a propulsion system with a variable pitch fan installed approximate to an engine in the aircraft. The fan is driven directly from the main rotor drive via a short shaft. The configuration and location of the fan allows the primary exhaust from the engine to be mixed with the air flow from the fan. The mixed air flow from the fan and the engine passes through the tail boom and out the propulsive anti-torque system. All embodiments of the system of the present application may be configured in both manned and unmanned aircraft.

Referring to FIGS. 1 and 2, aircraft 101 includes a fuselage 109 and a landing gear 121. A rotor system 105 is configured to receive cyclic and collective control inputs thus enabling aircraft 101 to make controlled movements. For example, a collective control input changes the pitch of each rotor blade 123 collectively. In contrast, a cyclic control inputs selectively changes the pitch of individual rotor blades according to a rotation position. For example, as rotor blades 123 rotate, a cyclic input can increase the lift on one side of aircraft 101 and decrease on the other side of the aircraft 101, thus producing a lift differential. In this manner, cyclic control inputs can be made to control the pitch and roll of aircraft, as well as to produce various tilting maneuvers. Even though the preferred embodiment is shown with four rotor blades 123, it should be appreciated that alternative embodiments may use greater or fewer rotor blades.

In the preferred embodiment, aircraft 101 includes a fixed wing 107 extending from each side of fuselage 109. Fixed wing 107 is configured to provide supplemental lift to aircraft 101 during forward flight. During forward flight, wing 107 produces lift, thereby reducing the lifting responsibilities of rotor system 105. The supplemental lift provided by wing 107 acts to reduce vibration, as well as improve the range and efficiency of aircraft 101. It should be appreciated that alternative embodiments of aircraft 101 may not include wing 107. The preferred embodiment of aircraft 101 also includes tail fins 119 which provide aerodynamic stability during flight. It should be appreciated that tail fins 119 may take on a wide variety of configurations. For example, tail fins 119 may be replaced with any combination of horizontal and vertical fins.

Aircraft 101 further includes an engine 111 that provides power to rotor system 105 via a transmission 115. Engine 111 is also configured to provide power to a fan 113. Fan 113 provides compressed airflow to propulsive anti-torque system 103, via a engine exhaust duct 117. In the preferred embodiment, fan 113 has variable pitch fan blades so that flight system controls can control airflow produced by fan 113. Propulsive anti-torque system 103 is configured to selectively provide aircraft with a forward thrust vector, an anti-torque vector, and a pro-torque vector, as described in further detail herein.

Referring now to FIG. 3, a portion of aircraft 101 is schematically shown. Propulsive anti-torque system 103 receives compressed air flow via duct 117. During operation, inlet air 129 a enters an inlet 125 and is accelerated through fan 113. Fan accelerated air 129 b travels through a duct system around engine 111 to a mixer portion 127 of duct 117. Exhaust air 129 c is expelled from engine 111 and travels to mixer portion 127. Mixer portion 127 is a daisy-type nozzle that provides shear layers for disrupting airflow so as to facilitate mixing of fan accelerated air 129 b and exhaust air 129 c so as to produce mixed air 129 d. The mixing of the hot exhaust air 129 c with the cool fan accelerated air 129 b acts to reduce the temperature of exhaust air 129 c, thereby reducing the infrared (IR) signature of aircraft 101. External acoustic signature is also reduced because the fan and engine components are located internally and sound is dampened in duct 117, before mixed air 129 d exits propulsive anti-torque system 103. The mixing also recovers heat energy from the exhaust to develop additional useful thrust over that of the fan alone.

Referring now to FIGS. 4-9, propulsive anti-torque system 103 is shown in further detail. System 103 includes a diverter 411 which is in gaseous communication with duct 117. System 103 further includes a fixed nozzle assembly 401 having various nozzles for selectively producing a thrust component in single or multiple directions. Fixed nozzle assembly 401 preferably includes one or more of an anti-torque nozzle 403, a pro-torque nozzle 405, and a thrust nozzle 407. It should be appreciated that alternative embodiments could include additional nozzles configured to direct exhaust gases downwardly, thereby creating vertical lift.

A rotating sleeve valve 419 is located concentrically with fixed nozzle assembly 401. In the preferred embodiment, diverter 411 is integral to rotating sleeve valve 419 such that rotation of rotating sleeve valve 419 results in rotation of diverter 411. Rotating sleeve valve 419 is configured to be selectively rotated by a rotary actuator spindle 409. During operation, mixed air 129 d travels into diverter 411 from duct 117. From diverter 411, mixed air 129 d travels through downstream portions of rotating sleeve valve 419 (shown in FIGS. 8 and 9). Rotating sleeve valve 419 selectively redirects mixed air 129 d into one or more of anti-torque nozzle 403, pro-torque nozzle 405, and thrust nozzle 407.

Referring to FIG. 8, rotating sleeve valve 419 is rotatably mounted inside fixed nozzle assembly 401 such that a forward sleeve opening 431 of diverter 411 is concentric with duct 117. Rotating sleeve valve 419 includes a scoop 433 for aerodynamically turning mixed air 129 d into selected nozzles of the fixed nozzle assembly 401. A sleeve vane 421 is preferably fixedly located in a scoop opening 429 of scoop 433, so as to facilitate the turning of mixed air 129 d. In an alternative embodiment, sleeve vane 421 may be configured to selectively rotate so as to accommodate changes in flow characteristics of mixed air 129 d. Actuator spindle 409 is located on an aft portion of rotating sleeve valve 419. Rotating sleeve valve 419 is operably associated with an actuator 435. Actuator 435, which is schematically shown in FIG. 8, is configured to selectively rotate rotating sleeve valve 419, via spindle 409, into desired positions. Positioning of rotating sleeve valve 419 is preferably controlled by an aircraft flight control computer, but may also be controlled by manual inputs by the pilot. In the preferred embodiment, actuator 435 is electric. However, it should be appreciated that actuator 435 can be a wide variety of devices capably of selectively positioning rotating sleeve valve 419, via actuator spindle 409, into desired positions.

Referring again to FIGS. 4-9, rotating sleeve valve 419 directs mixed air 129 d from diverter 411 into one or more nozzles on fixed nozzle assembly 401. Anti-torque nozzle 403 is preferably elliptically shaped and protrudes in an outboard direction from the main body portion of fixed nozzle assembly 401. In alternative embodiments, anti-torque nozzle 403 can be of a wide variety of shapes, such as trapezoidal. Anti-torque nozzle 403 preferably has one or more anti-torque vanes 423 for directing the flow of mixed air 129 d in an anti-torque direction. In the preferred embodiment, each anti-torque vane 423 is fixed to the interior side walls of anti-torque nozzle 403. In alternative embodiments, each anti-torque vane 423 may be articulated such that each vane 423 is rotatable on a generally horizontal axis so as to selectively contribute pitch control of aircraft 101. During operation, rotating sleeve valve 419 is positioned to direct air through anti-torque nozzle 403, so as to produce an anti-torque vector 413 due to the propulsive forces from air 129 d being directed through anti-torque nozzle 403. Aircraft 101 is configured such that rotor system 105 rotates in a counter clockwise direction 131, as shown in FIG. 1. In such a configuration, anti-torque vector 413 acts to cancel torque induced upon aircraft from the rotation of rotor system 105 in counter clockwise direction 131. Furthermore, anti-torque vector 413 is selectively generated for yaw maneuvering and yaw stability, in addition to anti-torque control. It should be appreciated that other embodiments of aircraft 101 may have a rotor system which rotates is a clockwise direction (opposite from counter clockwise direction 131). In such a configuration, propulsive anti-torque system 103 would be configured such that anti-torque nozzle 403 would be on the opposite side of aircraft 101.

Pro-torque nozzle 405 is preferably elliptically shaped and protrudes in an outboard direction from the main body portion of fixed nozzle assembly 401. In alternative embodiments, pro-torque nozzle 405 can be of a wide variety of shapes, such as trapezoidal. Pro-torque nozzle 405 preferably has one or more pro-torque vanes 425 for directing the flow of mixed air 129 d in the desired pro-torque direction. In the preferred embodiment, each pro-torque vane 425 is fixed to the interior side walls of pro-torque nozzle 405. In alternative embodiments, each pro-torque vane 425 may be articulated such that each vane 425 is rotatable on a generally horizontal axis so as to selectively contribute to pitch control of aircraft 101. During operation, rotating sleeve valve 419 directs air through pro-torque nozzle 405 to produce a pro-torque vector 415. Furthermore, pro-torque vector 415 is selectively generated for yaw maneuvering and yaw stability.

Thrust nozzle 407 is preferably scoop shape so as to extend upward and toward an aft direction, as shown in FIG. 5. Thrust nozzle 407 preferably includes a thrust vane 427 for directing the flow of mixed air 129 d in the desired thrust direction. In the preferred embodiment, thrust vane 427 is fixed to the interior side walls of thrust nozzle 407. In alternative embodiments, thrust vane 427 may be articulated such that thrust vane 427 is rotatable. During operation, rotating sleeve valve 419 directs air through thrust nozzle 407 to produce a forward thrust vector 417. Forward thrust vector 417 is selectively generated to contribute to forward propulsion of aircraft 101.

In operation, rotating sleeve valve 419 is selectively rotated to direct mixed air 129 d into one or more of anti-torque nozzle 403, pro-torque nozzle 405, and thrust nozzle 407. For example, sleeve valve 419 may be positioned to direct all of mixed air 129 d into anti-torque nozzle 403 to produce anti-torque vector 413. Similarly, sleeve valve 419 may be positioned to direct all of mixed air into pro-torque nozzle 405 to produce pro-torque vector 415. Similarly, sleeve valve 419 may be positioned to direct all of mixed air into thrust nozzle 407 to produce forward thrust vector 417. In addition, sleeve valve 419 may be actuated so as to direct mixed air 129 d into both anti-torque nozzle 403 and thrust nozzle 407 simultaneously so as to produce a resultant vector which is a combination of anti-torque vector 413 and forward thrust vector 417. Sleeve valve 419 may be rotated so as to selectively adjust the proportion of mixed air 129 d that travels through anti-torque nozzle 403 and thrust nozzle 407, thereby changing the resultant vector that forms from the combination of anti-torque vector 413 and forward thrust vector 417. For example, 30% of mixed air 129 d may be directed through anti-torque nozzle 403 with 70% of mixed air 129 d being directed through thrust nozzle 407, so as to produce a resultant vector force that is 30% of anti-torque vector 413 and 70% forward thrust vector 417. In a similar manner, sleeve valve 419 may be actuated so as to simultaneously direct mixed air 129 d into both pro-torque nozzle 405 and thrust nozzle 407 so as to produce a resultant vector which is a combination of pro-torque vector 415 and forward thrust vector 417.

Referring to FIG. 9, system 103 is depicted in a cross-sectional view with sleeve valve 419 positioned to direct airflow through thrust valve 407. A bearing 437 a is located between diverter 411 and tailboom 133. In the preferred embodiment, diverter 411 is integral with rotating sleeve valve 419 such that diverter 411 rotates with rotating sleeve valve 419. However, it should be appreciated that alternative embodiments can be configured with diverter 411 as a stationary separate structure from rotating sleeve valve 419. A bearing 437 b is located between rotating sleeve valve 419 and fixed nozzle assembly 401 to facilitate rotational movement therebetween. Similarly, a bearing 437 c is located between spindle 409 and fixed nozzle assembly 401.

Turning next to FIGS. 10A and 10B in the drawings, top views of an aircraft 1001 are shown. Aircraft 1001 is preferably an unmanned aerial vehicle (UAV); however, the systems and methods disclosed herein could easily be utilized on both manned and unmanned aircraft. The relatively small size of aircraft 1001 enables the UAV to fit on a destroyer ship and/or other vehicles during operation. It should be understood that aircraft 1001 is configured to utilize one or more of the systems already disclosed above. For example, aircraft 1001 utilizes the engine and nozzle assembly above for controlling flight of the aircraft. In the preferred embodiment, the engine exhaust duct and the nozzle assembly are rigidly attached to and concentrically aligned to each other. Further, it should also be appreciated that the systems and devices of aircraft 1001 could easily be incorporated in the one or more of the above embodiments already disclosed.

In the preferred embodiment, aircraft 1001 comprises one or more of a fuselage 1003 and an engine housing 1005 carried by a single wing structure 1007. In the exemplary embodiment, aircraft 1001 includes a single wing; however, it will be appreciated that the features disclosed herein could easily be incorporated in aircrafts having multiple wing structures.

Aircraft 1001 provides significant advantages over conventional aircraft. Specifically, aircraft 1001 is further provided with one or more lift systems 1009 configured to create vertical lift. In the exemplary embodiment, aircraft 1001 includes two lift systems 1009 for added stability and increased lifting capabilities. Aircraft 1001 includes a conduit 1011 extending through wing 1007 and configured to receive lift system 1009 therein.

Lift system 1009 comprises a rotor 1013 that rotates in conduit 1011 and a plurality of vanes 1015 for redirecting rotor downwash created by rotor 1013. The pivoting movement of vanes 1015 is created with one or more actuator subsystems (not shown) controlled by one or more control subsystems preferably carried within fuselage 1003. In the preferred embodiment, aircraft 1001 achieves vertical lift and landing with a rotary type system; however, it should be appreciated that alternative embodiments could include different lift systems in lieu of the preferred embodiment. For example, vertical lift could be achieved with one or more moveable nozzles in gaseous communication with the aircraft engine.

Aircraft 1001 is further provided with a retractable wing extension 1015, which provides additional lift during flight. Wing extension 1015 is preferably disposed within wing 1007 and configured to retract therein and extend therefrom during flight to achieve a desired flight condition. FIG. 10A shows the wing extension in a retracted position, while FIG. 10B shows the wing extension in an extended position. Wing extension 1015 also provides significant advantages, namely, the wing extension can create additional lift while in the extended position, but can also reduce drag while retracted during high speed flight and/or takeoff. Further description and illustration of wing extension 1015 are provided below.

FIGS. 11A and 11B show top plan views of aircraft 1001 with wing extension 1005 in the respective retracted and extended positions. Aircraft 1001 comprises an engine 1017 configured to create forward propulsion and configured to also drive lift systems 1009. A transmission 1019 and other associated shafts and devices are utilized to transfer rotational movement from engine 1017 to lift system 1009. It should be understood that engine 1017 and the corresponding nozzle assembly 1018 are substantially similar in form and function to the engine and nozzle assembly embodiments discussed above.

Aircraft 1001 further includes a bearing system 1021 configured to receive and support wing extension 1015. During operation wing extension 1015 slides within bearing system 1021 when transitioning between the extended position and the retracted position. An arrow D1 shows the directional movement of wing extension 1015 during the transition, which direction is relatively parallel to the wing length. It will be appreciated that alternative embodiments could include wing extensions that pivotally attach to the wing in lieu of the preferred embodiment.

FIGS. 12A and 12B show top plan views of a portion of wing 1007. The figures provide further illustration of the systems associated with wing extension 1015. In particular, a driver system 1201 is utilized to drive the wing extension between the retracted position, as shown in FIG. 12A, to the extended position, as shown in FIG. 12B. Aircraft 1001 further comprises a locking system 1203 configured to lock wing extension 1015 in the retracted position.

In the preferred embodiment, driver system 1201 is a gear system having a gear driver 1205 and a threaded shaft 1207, e.g., a worm gear. Shaft 1207 couples to wing extension 1015 and extends through locking system 1203. It will be appreciated that alternative embodiments could include different driver systems in lieu of the preferred embodiment. For example, a hydraulic system could be utilized in lieu of a gear mechanism for extending and retracting the wing extension.

Locking system 1203 comprises a locking device 1209 configured to receive shaft 1207 therethrough and configured to couple to an attachment device 1211 securely attached to wing extension 1015. During operation, driver system 1201 retracts wing extension 1015 in direction D2 until attachment device 1211 engages and locks with locking device 1209. In the retracted position, the wing extension remains securely locked within wing 1007. Locking device 1209 disengages with attachment device 1211 and driver system 1201 drives wing extension in direction D2 as the wing extension transitions between the retracted to the extended positions. It should be noted that bearing system 1021 securely maintains wing extension 1015 in coaxial alignment with driver system 1201 during the transition.

FIG. 13 shows a cross sectional view of the bearing system 1021 taken from FIG. 12B at XIII-XIII. In the preferred embodiment, bearing system 1021 is a shoe bearing having an outer housing 1301 and a material 1303 disposed between the inner surface of the housing and the outer surface of the wing extension. Housing 1301 includes an inner contoured surface area 1305 matching an outer contoured surface area 1307 of the wing extension. It should be appreciated that housing 1301 is configured to prevent pivoting movement of the wing extension while in the extended position.

Material 1303 is preferably composed of a low coefficient of friction material, such as Rexton 2000™ Type III material, which is a polymeric composite self-lubricating material designed for plain bearings and other load carrying moving components requiring low friction and wear. However, it will be appreciated that bearing system 1021 could include other devices, e.g., mechanical bearings, and/or other suitable materials for carrying loads. It should also be appreciated that alterative embodiments of aircraft 1001 could include multiple bearing systems 1021 for supporting wing extension 1015.

The system of the present application provides significant advantages, including: (1) increasing the speed of the aircraft; (2) blade loading and flapping are significantly reduced; (3) the margins for hub and control loads are improved; (4) the quality of the ride at high speeds is significantly improved; (5) the noise level is significantly reduced; (6) system complexity is greatly reduced; (7) the infrared (IR) signature of the rotorcraft is significantly reduced, because the primary engine exhaust is highly diluted when mixed with the air flow from the fan; (8) the acoustic signature of the rotorcraft is greatly reduced, because both the primary engine and the propulsive anti-torque system are internal to the tail boom of the rotorcraft; (9) the rotorcraft is significantly safer for personnel during ground operations, because both the primary engine and the propulsive anti-torque system are internal to the tail boom of the vehicle, thereby eliminating the possibilities of exposure to hot exhaust gasses or tail rotor strikes; and (10) anti-torque thrust is provided without the cost, weight, and complexity of a tail-rotor type device or a thrust type device that uses a fan driven by a secondary drive system.

The particular embodiments disclosed above are illustrative only, as the application may be modified and practiced in different but equivalent manners apparent to those skilled in the art having the benefit of the teachings herein. Furthermore, no limitations are intended to the details of construction or design herein shown, other than as described in the claims below. It is therefore evident that the particular embodiments disclosed above may be altered or modified and all such variations are considered within the scope and spirit of the application. Accordingly, the protection sought herein is as set forth in the claims below. It is apparent that a system with significant advantages has been described and illustrated. Although the system of the present application is shown in a limited number of forms, it is not limited to just these forms, but is amenable to various changes and modifications without departing from the spirit thereof. 

What is claimed is:
 1. A method to control flight of an aircraft, comprising: creating forward propulsion and yaw movement with a rotatable nozzle assembly in gaseous communication with an aircraft engine; creating lift with a lift system carried by a wing of the aircraft; and creating additional lift during flight with a retractable wing extension being disposed within the wing of the aircraft.
 2. The method of claim 1, further comprising: redirecting engine exhaust channeled through the nozzle assembly with a valve disposed within the nozzle assembly.
 3. The method of claim 1, wherein addition lift is created by extending the wing extension during flight.
 4. A method to control flight of an aircraft, comprising: creating forward propulsion and yaw movement with a rotatable nozzle assembly in gaseous communication with an aircraft engine; and creating lift with a lift system.
 5. The method of claim 4, further comprising: creating additional lift during flight with a retractable wing extension being disposed within the wing of the aircraft.
 6. The method of claim 5, wherein addition lift is created by extending the wing extension during flight.
 7. The method of claim 4, further comprising: redirecting engine exhaust channeled through the nozzle assembly with a valve disposed within the nozzle assembly.
 8. The method of claim 4, wherein creating lift is achieved with a fan. 